EP1701022A2 - Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement - Google Patents

Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement Download PDF

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Publication number
EP1701022A2
EP1701022A2 EP06013404A EP06013404A EP1701022A2 EP 1701022 A2 EP1701022 A2 EP 1701022A2 EP 06013404 A EP06013404 A EP 06013404A EP 06013404 A EP06013404 A EP 06013404A EP 1701022 A2 EP1701022 A2 EP 1701022A2
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EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
combustion engine
gas recirculation
fresh air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP06013404A
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German (de)
English (en)
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EP1701022A3 (fr
Inventor
Hans-Georg Nitzke
Thorsten Rebohl
Jens Jeschke
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Volkswagen AG
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Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10158249A external-priority patent/DE10158249B4/de
Priority claimed from DE10158247A external-priority patent/DE10158247A1/de
Priority claimed from DE10158261A external-priority patent/DE10158261A1/de
Priority claimed from DE10158250A external-priority patent/DE10158250A1/de
Priority claimed from DE10158262A external-priority patent/DE10158262A1/de
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP1701022A2 publication Critical patent/EP1701022A2/fr
Publication of EP1701022A3 publication Critical patent/EP1701022A3/fr
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
    • F02D41/145—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure with determination means using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for determining the composition of the gas mixture in a combustion chamber of an internal combustion engine with exhaust gas recirculation as well as a correspondingly designed control system for an internal combustion engine, for example a diesel engine.
  • the fresh air mass in the combustion chamber of the internal combustion engine is determined from the measurement of the fresh air mass flow via a hot-film air mass sensor very far forward in the intake tract of the internal combustion engine. Due to the fresh air storage behavior of the intake tract, this determination of the fresh air mass is faulty in the dynamic engine operating phases.
  • no such sensor signal can be used for calculating the exhaust gas mass in the combustion chamber, which has been recirculated via the exhaust gas recirculation of the internal combustion engine and mixed with the intake fresh air at an exhaust gas recirculation mixing point. In conventional concepts, therefore, this size can not be determined.
  • the present invention is therefore based on the object to propose a method for determining the composition of the gas mixture in a combustion chamber of an internal combustion engine with exhaust gas recirculation and a corresponding ausgestaltetes control system for an internal combustion engine, which with the simplest possible means an exact determination of the composition of the gas mixture in the combustion chamber of the Internal combustion engine, ie an exact determination of fresh air and exhaust gas mass, especially in the dynamic engine operating phases is possible.
  • the composition of the gas mixture in a combustion chamber of an internal combustion engine i. for determining the fresh air and exhaust gas mass in this combustion chamber, to determine corresponding state variables of the internal combustion engine by using corresponding physically based models, wherein the individual physically based models emulate the behavior of the internal combustion engine or of the engine system with respect to the respective state variable to be calculated.
  • state variables in this respect, for example, among others, the fresh air mass flow in the so-called intake manifold of the internal combustion engine, taking into account the storage behavior of the intake, the exhaust gas recirculation mass flow, the pressure and the temperature of the intake gas before the intake valves of the internal combustion engine, the pressure and the temperature of the exhaust gas upstream of the turbine, etc. be calculated.
  • the physically based models can also be partially replaced by empirical models if no real-time physical model can be determined for the respective model.
  • Exhaust gas is returned from the exhaust gas tract into the intake tract via the exhaust gas recirculation line of the internal combustion engine.
  • another model can be used to determine the exhaust gas recirculation mass flow through the exhaust gas recirculation line and the temperature of the recirculated exhaust gas upstream of the exhaust gas recirculation mixing point.
  • a model approach for a throttle point can be used.
  • state variables of the exhaust gas tract of an internal combustion engine for example a diesel engine
  • state variables of the exhaust gas tract of an internal combustion engine can thus be determined exactly and by simple means by evaluating already known state variables.
  • the use of additional sensors is not required for this purpose. Due to the thus easily possible determination of the state variables of the exhaust tract, new control and diagnostic methods within the respective engine management system are possible, which, for example, permits emission-optimal control of the internal combustion engine.
  • the fresh air mass flow flowing via the intake tract to the mixing point can be determined as a function of the temperature and the pressure of the fresh air and of the effective cross-sectional area of the throttle point.
  • the pressure of the fresh air can in turn be determined as a function of the fresh air mass located between the compressor and the mixing point and the temperature of the fresh air.
  • the fresh air mass can be determined by temporally integrating the fresh air mass flow difference between the fresh air mass flow flowing into the compressor and the fresh air mass flow flowing from the compressor to the mixing point.
  • the fresh air mass flow can also be determined as a function of the exhaust gas turbocharger speed of the internal combustion engine.
  • the boost pressure, the atmospheric or ambient pressure and the atmospheric or ambient temperature are also included in the determination of the fresh air mass flow.
  • the fresh air mass flow of an internal combustion engine can be determined exactly and by simple means by evaluating already known state variables.
  • additional sensors in particular a hot-film air mass meter usually required to determine the fresh air mass flow in the intake tract, is not necessary for this purpose.
  • the number of detected or known state variables is relatively small, or separate sensors are required for the detection of the state variables. This also applies, for example, to the exhaust gas recirculation mass flow flowing via the exhaust gas recirculation line of an internal combustion engine with exhaust gas recirculation. Exhaust gas from the exhaust gas tract is returned to the intake tract via the exhaust gas recirculation line of an internal combustion engine.
  • the exhaust gas recirculation mass flow can be determined as a function of the exhaust gas backpressure and the temperature of the recirculated exhaust gas upstream of the exhaust gas recirculation valve, wherein in particular a flow characteristic, an effective cross-sectional area of the exhaust gas recirculation valve and the gas constant are taken into account in the physically based model for determining the exhaust gas recirculation mass flow.
  • the profile of the temperature of the recirculated exhaust gas via the exhaust gas recirculation is preferably modeled using the model in order to derive the respective current temperature of the recirculated exhaust gas before the exhaust gas recirculation valve.
  • the above-mentioned flow characteristic can be derived, for example, from the pressure ratio over the exhaust gas recirculation valve.
  • the exhaust gas recirculation mass flow of an internal combustion engine can be determined exactly and by simple means by evaluating already known state variables.
  • the use of additional sensors is not required for this purpose.
  • the air sucked in and compressed by the compressor 7 via the air filter 6 is supplied via a charge air cooler (LLK) 8, which reduces the exhaust gas temperature and thus the NO x emission and fuel consumption, to a so-called replacement volume (ERS) 9.
  • LLK charge air cooler
  • ERS replacement volume
  • the individual combustion chambers of the internal combustion engine 1 are preceded by an inlet collector (ELS) 10.
  • ELS inlet collector
  • the exhaust gas generated in the combustion chambers of the internal combustion engine 1 is collected by an exhaust collector (ASA) 11 and fed to the turbine 2.
  • the turbine 2 is downstream of the exhaust gas system (APU) 12 of the motor vehicle in the exhaust gas flow direction, which degrades the pollutant components of the exhaust gases produced during operation of the internal combustion engine 1 and dissipates the remaining exhaust gases as quietly as possible.
  • APU exhaust gas system
  • a certain minimum effective computing time for example of the order of 2 ms, is required for some parts of the overall model. Since this is not feasible with conventional control unit concepts, an existing time-synchronous grid is preferably used as a basis and the overall model is calculated several times in this grid (over-sampling). For example, in order to achieve an effective computing time of 2 ms for an existing 20 ms raster, the overall model must be calculated ten times within the specified raster. Since the overall model, which is composed of the individual previously mentioned physically based submodels, is used for charge detection of internal combustion engines, i. for the exact determination of the fresh air and exhaust gas mass in the combustion chambers of the respective internal combustion engine, serves, the overall model can also be referred to as a filling model.
  • the aspirated gas mass in the combustion chamber in dependence on the pressure p sr and the temperature T sr of the intake gas, which define the density of the intake gas, taking into account the gas constant R, before the engine intake valves, ie in the intake manifold, determined a linear approach is chosen depending on the density of the intake gas: ( 1 ) m ges d 1 ( n 0 ) + d 2 ( n 0 ) ⁇ p s r R ⁇ T s r ⁇ CORR
  • a 1 -a denote 6 coefficients of these quadratic polynomials.
  • the above-described dependence on the engine speed can also be realized by speed-dependent characteristics, wherein in the controller 4 between these alternatives, for example, depending on the instantaneous value of a corresponding variable can be switched.
  • the engine fill model can be adapted to the actual behavior of the internal combustion engine, for which purpose a comparison is made between a modeled boost pressure p ladmod and a measured actual boost pressure p lad .
  • This comparison can be carried out in a further submodel, which can be referred to as a correction model.
  • an integrator can be fed whose output value results in the proportionate correction factor KORR for the total charge of the internal combustion engine 1.
  • defined conditions such as stationary engine operation without exhaust gas recirculation, must preferably be present for this adaptation process.
  • control unit 4 may include a separate function block which controls the adaptation release, ie the integrator, and for this purpose evaluates certain input variables which define, for example, the permitted adaptation range with regard to injection quantity and rotational speed or monitor the temporal change of these variables.
  • this function block can be fed additional parameters, with the help of the maximum dynamic range of the fresh air mass flow and the boost pressure can be adjusted, preferably an on and Auschalt can be implemented with hysteresis.
  • the output KORR this function block of the controller 4 corrects according to formula (1) the slope of the filling line and thus adapts the engine filling model to the actual behavior of the internal combustion engine 1.
  • exhaust gas recirculation line is - as already mentioned - returned exhaust gas from the exhaust system into the intake.
  • a further physically based model which calculates the exhaust gas recirculation mass flow through the exhaust gas recirculation line and the temperature of the recirculated exhaust gases upstream of the exhaust gas recirculation mixing point 10, so that this model is also referred to below as the exhaust gas recirculation mass flow model.
  • the root functions contained in formulas (8) and (9) may preferably be approximated by a quadratic polynomial which is valid, for example, in the temperature range of 200-1200K of interest here.
  • the Exhaust gas recirculation mass flow in the exhaust gas recirculation mass flow model of the control device 4 is preferably delayed by a PT1 element.
  • the course of the flow parameter DF as a function of the pressure ratio between the pressure p vdr upstream of the throttle point and the pressure p ndr downstream of the throttle point is shown in FIG.
  • the flow characteristic variable DF in the supercritical flow case, which according to FIG. 10 is separated from the subcritical flow case by a dashed line, the flow characteristic variable DF can be equated to a specific maximum value.
  • the flow characteristic DF is calculated according to a substitute function, which corresponds to the curve progression for the subcritical case which continuously decreases as a function of the pressure ratio shown in FIG.
  • the forward flow may be distinguished from the reverse flow by, for example, setting a corresponding bit in a corresponding variable.
  • the determination of the effective cross-sectional area A AGR of the exhaust gas recirculation valve is done by means of a corrected by a correction factor AKORR characteristic field, as an input of this characteristic field depending on the instantaneous value of a corresponding bit either the measured valve lift or the duty cycle of this valve used by the control unit 4 becomes.
  • Which of these input variables is used to determine the effective cross-sectional area of the exhaust gas recirculation valve depends on the type of actuator used in each case.
  • the control duty cycle of the control unit 4 is used as the input variable for the corresponding characteristic diagram, while in the case of a controller with charge feedback, the measured valve lift is used as the input variable.
  • the thus calculated effective cross-sectional area of the exhaust gas recirculation valve can be delayed by a PT1 member.
  • the calculated valve cross-sectional area of the exhaust gas recirculation valve can be corrected in accordance with a comparison between the measured and the modeled boost pressure in the stationary operating phases of the internal combustion engine 1.
  • an integrator can be used for this purpose, which evaluates the difference between the measured and modeled boost pressure and as Output value provides the correction value AKORR for the calculated cross-sectional area of the exhaust gas recirculation valve.
  • FIG. 3 schematically illustrates the previously described exhaust gas recirculation mass flow model 17 with its input and output variables.
  • a further model which is also referred to below as a turbine model
  • the behavior of the exhaust gas tract before and after the turbine 2 shown in FIG. 1 can be simulated.
  • the most important output variable of the turbine model of the exhaust back pressure before the turbine 2 is determined.
  • further initial and intermediate sizes are calculated, which will be discussed in more detail below.
  • the blade path s of the turbine 2 is an important parameter for determining the exhaust backpressure upstream of the turbine 2.
  • the blade path s can be measured either directly in combination with a corresponding analog / digital conversion or via the drive duty cycle of the one shown in FIG Actuator 15 are determined.
  • the determination of the instantaneous blade travel s via this drive duty cycle can be effected by accessing a corresponding characteristic curve, which associates each value of the drive duty cycle with a corresponding value of the blade travel s of the turbine 2.
  • the dynamics of the blade movement of the turbine 2 is preferably taken into account by a PT1 element in order to simulate the time behavior of the blade path s as well as possible.
  • the differential temperature, ie the temperature increase due to the combustion before the turbine 2 is determined via a characteristic map as a function of the engine speed and the injection quantity or injected fuel mass.
  • the differential temperature correction value ⁇ T2 ASA is thereby determined with the aid of a further characteristic as a function of the start of delivery FB.
  • the switching between the two aforementioned alternatives can be done in dependence on the position of a corresponding switch or a corresponding bit.
  • K denotes a constant and T 0v a reference or reference temperature of the compressor 7, which is used in the measurement of the compressor maps .
  • the temperature change .DELTA.T T over the turbine 2 is determined by means of a corresponding characteristic as a function of the pressure ratio across the turbine 2, ie the ratio between the pressure p vT before the turbine and the pressure p nT after the turbine, while the efficiency ⁇ T of the turbine 2 is applied with the aid of a corresponding characteristic as a function of the blade travel s of the turbine 2.
  • the temperature T vT before the turbine 2 corresponds to the previously determined value T AG . ie, the exhaust gas temperature upstream of the turbine 2.
  • the pressure p vT before the turbine 2 corresponds to the modeled exhaust back pressure p AG upstream of the turbine 2.
  • the exhaust back pressure p vT upstream of the turbine 2 can be calculated from the exhaust gas back pressure p nT after the turbine 2 with the aid of a polynomial having 13 coefficients as a function of the input variables turbine mass flow dm T , blade travel s and exhaust gas turbocharger speed n ATL , the three latter variables being preferred with help be used in a standardized manner corresponding applicable parameters.
  • the coefficients b 0 -b 13 are preferably variable.
  • the turbine model 18 explained in detail above is shown schematically in FIG. 4 with regard to its input and output variables.
  • Another physically based model is used to simulate the storage behavior of the intake between the compressor 7 shown in Figure 1 and the exhaust gas recirculation fresh air mixing point 10 also shown in Figure 1.
  • This model is hereinafter also referred to as Frischluftmassenstrommodell and consists of the replica of a storage volume V L for the sucked fresh air and a subsequent throttle point with the effective cross-sectional area A dr , as shown in Figure 5.
  • the fresh air mass flow model 19 explained in detail above is shown schematically in FIG. 6 with regard to its input and output variables.
  • the behavior of the intake manifold ie the connection between the exhaust gas recirculation / fresh air mixing point and the engine intake valves, is modeled, wherein the intake manifold is also modeled by a container with a volume V sr .
  • This container is hereinafter referred to as suction tube, so that the corresponding model can be referred to as Saugrohrmodell.
  • a schematic representation of the intake tract suction pipe is shown based on the schematic representation of the intake tract shown in Figure 5 in Figure 7.
  • the incoming exhaust gas recirculation mass flow dm AGR and the fresh air mass flow dm L mix to form a fresh air / exhaust gas mixture from which the internal combustion engine 1 obtains its charge.
  • the exhaust gas recirculation mass and the fresh air mass in the intake manifold can be calculated from the mass flow balances for the fresh air and the recirculated exhaust gas mass by integration.
  • the total gas mass m sr then results from the addition of the fresh air mass m L and the exhaust gas mass m EGR in the intake manifold.
  • an initial value can be calculated in each case for the fresh air mass m L and the exhaust gas mass m AGR as a function of a predeterminable temperature and a predefinable pressure.
  • suction tube model 20 explained in detail above is shown schematically in FIG. 8 with regard to its input and output variables.
  • the intake pipe temperature T sr of the fresh air / exhaust gas mixture in the intake manifold is determined.
  • the temperature change ⁇ T sr is dependent on the wall temperature T w of the intake manifold and the temperature T sr of the fresh air / exhaust gas mixture in the intake manifold.
  • the output variable, ie, the intake manifold temperature T sr , of the intake manifold temperature model is again preferably determined by a PT1 member with a time delay.
  • the previously discussed intake manifold temperature model 21 is shown schematically in FIG. 9 with regard to its input and output variables.
  • the blade pitch system has a hysteresis behavior due to the looseness between the pilot pins of the respective control linkage and the vanes on the turbine ring 2. As a result, can be destroyed when the direction of the Control linkage arise in which no blade adjustment takes place.
  • the blade travel determined by a path system is preferably displaced unidirectionally depending on the direction, wherein the dead travel can be adjusted by application via a corresponding parameter.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)
  • Testing Of Engines (AREA)
EP06013404A 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement Ceased EP1701022A3 (fr)

Applications Claiming Priority (6)

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DE10158249A DE10158249B4 (de) 2001-11-28 2001-11-28 Verfahren zur Bestimmung des Abgasrückführmassenstroms eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10158247A DE10158247A1 (de) 2001-11-28 2001-11-28 Verfahren zur Steuerung eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10158261A DE10158261A1 (de) 2001-11-28 2001-11-28 Verfahren zur Steuerung eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10158250A DE10158250A1 (de) 2001-11-28 2001-11-28 Verfahren zur Bestimmung des Frischluftmassenstroms eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10158262A DE10158262A1 (de) 2001-11-28 2001-11-28 Verfahren zur Bestimmung der Zusammensetzung des Gasgemisches in einem Brennraum eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
EP02790353A EP1507967A2 (fr) 2001-11-28 2002-11-11 Procede pour determiner la composition d'un melange gazeux dans une chambre de combustion d'un moteur a combustion interne comprenant une conduite de recyclage des gaz d'echappement et systeme de commande de moteur a combustion interne concu a cette fin

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EP02790353A Ceased EP1507967A2 (fr) 2001-11-28 2002-11-11 Procede pour determiner la composition d'un melange gazeux dans une chambre de combustion d'un moteur a combustion interne comprenant une conduite de recyclage des gaz d'echappement et systeme de commande de moteur a combustion interne concu a cette fin
EP06013406A Ceased EP1715163A1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappemment
EP06013405A Expired - Lifetime EP1701025B1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement
EP06013404A Ceased EP1701022A3 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement

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EP02790353A Ceased EP1507967A2 (fr) 2001-11-28 2002-11-11 Procede pour determiner la composition d'un melange gazeux dans une chambre de combustion d'un moteur a combustion interne comprenant une conduite de recyclage des gaz d'echappement et systeme de commande de moteur a combustion interne concu a cette fin
EP06013406A Ceased EP1715163A1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappemment
EP06013405A Expired - Lifetime EP1701025B1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement

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US20070012040A1 (en) 2007-01-18
EP1715163A1 (fr) 2006-10-25
EP1701025A3 (fr) 2006-10-18
EP1715163A8 (fr) 2006-12-13
EP1701025A2 (fr) 2006-09-13
WO2003046356A2 (fr) 2003-06-05
EP1701022A3 (fr) 2006-10-18
EP1701025B1 (fr) 2011-10-19
EP1507967A2 (fr) 2005-02-23
WO2003046356A3 (fr) 2004-12-23
US7174713B2 (en) 2007-02-13

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